Railed vehicle with bodies and at least one chassis

ABSTRACT

A railed vehicle with bodies and at least one chassis is disclosed, rotatably mounted about a vertical axis, whereby rotating coupling elements are provided between chassis and body. At least two tie rods ( 6, 7, 6′, 7′, 27, 28, 29 ) with predetermined spring rate and damping are arranged as torque coupling elements between chassis ( 1, 26 ) and body, with a predetermined separation in the transverse direction of the chassis. The tie rods ( 6, 7, 6′, 7′, 27, 28, 29 ) are each flexibly connected to brackets ( 9 ) on the body, at one end and to a transverse support ( 2 ) of the chassis frame, at the other end. A tie rod ( 6, 7, 6′, 7′, 27, 28 ) comprises a universal housing, with a shell ( 12 ) and end head pieces ( 13, 14 ), which guides a push-/pull-rod ( 11 ), whereby, within said universal housing at least one friction ring set is mounted and which can be operated by a push-/pull-segment ( 18 ) of the push-/pull-rod ( 11 ).

[0001] The invention relates to a rail vehicle with a car body and atleast one bogie as claimed in the preamble of claim 1.

[0002] Multi-unit rail vehicles, such as trams for example, have highwheel set guiding forces of the leading wheel owing to the rotarycoupling of the bogie to the car body about the vertical axis ofrotation and as a result of the arrangement of the unit elements of thecar body in conjunction with the length of the car overhang of the headassembly and end assembly. These wheel set guiding forces increase asthe travel speed increases and the length of the overhang arc decreases.The wheel set guiding forces can be reduced by elastically adjusting therotational rigidity between the bogie and the car body. The difficultyis to implement the necessary elasticity at the required force level andthe high power density in the limited installation space available.

[0003] Generally known rubber metal components which are used as rotarycoupling elements are not sufficiently durable given the requireddensity.

[0004] The invention is based on the object of specifying an improvedrotary coupling of the at least one bogie to the car body and a rotarycoupling element suitable for this purpose, for a rail vehicle.

[0005] This object is achieved according to the invention in conjunctionwith the features of the preamble by means of the features specified inclaim 1.

[0006] The advantages which can be achieved with the invention consist,in particular, in the fact that the proposed rotary coupling elementimplements the necessary elasticity at the required high force level andwith the high power density in the limited installation space available,and at the same time has a long service life. In addition to the effectof the spring stiffness, the dynamics of the vehicle are significantlyimproved by the relative movement damping which is achieved. Overall,this significant reduction in the wheel set guiding forces is obtained.The proposed friction rings of the coupling rods implement springstiffness and damping in a single element. However, as an alternative tothis, it is also possible to implement spring stiffness and damping inseparate components (coupling rods). A further alternative to this is toembody the rotary coupling element as a hydraulic suspension and dampingelement.

[0007] The coupling rods which are proposed as rotary coupling elementsadditionally perform the function of transmitting the longitudinalforces arising from the acceleration and deceleration of the vehicle.

[0008] Advantageous embodiments of the invention are defined in thesubclaims.

[0009] Further advantages of the proposed rotary coupling elementsemerge from the following description.

[0010] The invention is explained in more detail below by means of theexemplary embodiments illustrated in the drawing, in which:

[0011]FIG. 1 shows a view of a bogie of a rail vehicle,

[0012]FIG. 2 shows a side view of a bogie of a rail vehicle according toFIG. 1 (partially sectional),

[0013]FIG. 3 shows a longitudinal section through a coupling rod of afirst embodiment,

[0014]FIG. 4 shows a view of a bogie of a rail vehicle which is analternative embodiment to the subject matter of FIG. 1, and

[0015]FIG. 5 shows a longitudinal section through a coupling rod of asecond embodiment.

[0016]FIG. 1 is a view of a bogie of a rail vehicle. The bogie 1 has, asis generally known, a bogie frame, a transverse carrier of this bogieframe being designated by the numeral 2. Spring elements 3 of the bogieand the shafts 4 guided by the bogie with wheels 5 are shown.

[0017] According to the invention, two coupling rods 6, 7 withpredefined spring stiffness and predefined damping are provided asrotary coupling elements between the bogie 1 and car body. They arearranged at a distance from one another viewed in the transversedirection of the vehicle. The articulated attachment of these couplingrods 6, 7 is effected by means of first mounting devices 8 on brackets 9of the car body on the one hand and by means of second mounting devices10 on the transverse carrier 2 of the bogie frame on the other.

[0018]FIG. 2 is a side view of the bogie of the rail vehicle accordingto FIG. 1 (partially sectional). The transverse carrier 2 of the bogieframe or of the bogie 1 with the second mounting device 10, and abracket 9 of the car body with the first mounting device 8 are shown,the coupling rod 7 or 8 being connected in an articulated fashion toboth mounting devices 8, 10. The shafts 4 with wheels 5 are also shown.

[0019]FIG. 3 shows a section through a coupling rod 6, 7 of a firstembodiment. The coupling rod 7 has a push/pull rod 11 which is guided ina universal casing. The universal casing is composed essentially of asleeve 12 which is terminated at both ends by means of a first frame end13 and a second frame end 14. The first frame end 13 has an integratedrod guiding means 15 into which the end of the push/pull rod 11 which isthe inner one with respect to the casing engages. A movement space 25 inthe first frame end 13 ensures the free translatory mobility of thepush/pull rod 11. Furthermore, the first frame end 14 has a firstattachment device 16 which is suitable for articulated engagement of thefirst mounting device 8 mentioned above.

[0020] The second frame end 14 has a drilled hole for guiding thepush/pull rod 11. That end of the push/pull rod 11 which engages throughthis drilled hole has a second attachment device 17 which is suitablefor articulated engagement of the second mounting device 10 mentionedabove. The section of the push/pull rod 11 which is guided within theuniversal casing is provided in the center with a push/pull element 18which has an outer diameter which is adapted to the inner diameter ofthe sleeve 12. The inner space of the universal casing is divided intotwo subspaces of approximately the same size by the push/pull element18.

[0021] The first outer friction rings or a first outer friction ring set19 and first inner friction rings or a first inner friction ring set 20are arranged in the first subspace, the two first friction ring sets 19,20 being arranged concentrically in the first subspace and beingseparated from one another by means of an intermediate sleeve 21. In thesame way, second outer friction rings or a second outer friction ringset 22 and second inner friction rings or a second inner friction ringset 23 are arranged in the second subspace, the two second friction ringsets 22, 23 being arranged concentrically in the second subspace andbeing separated from one another by means of an intermediate sleeve 24.

[0022] If owing to the deflection of the bogie 1 or of the bogie frame2, the coupling rod 6 or 7 is compressed as in FIG. 3, it makes themovement space 25 smaller. During this movement the outer friction rings19 are widened by the inner friction rings 20 being pushed on by meansof the push/pull element 18, as in the first part ring. The innerfriction rings 20 run along the inclined contact faces and onto theouter friction rings 19, which leads to the aforementioned widening ofthe friction rings 19. As a result, the kinetic energy is converted intothermal energy in the desired way by friction. During this movement ofthe push/pull rod into the movement space 25, the friction rings 22, 23of the second subspace remain unaffected.

[0023] If, on the other hand, the push/pull rod 11 according to thedrawing is moved upward, the movement space 25 being made larger, thesame effect occurs at the friction rings or friction ring sets 22, 23 inthe second subspace as when the rod 11 moves down in the case of therings 19, 20 in the first subspace. The energy conversion from kineticenergy into thermal energy thus takes place in the second subspace. Thefriction rings 19 and 20 of the first subspace are not involved hereeither.

[0024] As already mentioned above, the proposed solution preferablyprovides that, in addition to the spring stiffness, damping parallel tothe spring stiffness has a positive influence on the reduction of thewheel set guiding forces. Desired spring stiffness and desired dampingare advantageously implemented by means of a single structural element,the friction rings or friction ring sets. This is a very space-savingand weight-saving solution. The friction rings supply the desired springstiffness by virtue of their elastic widening, and the desired dampingas a result of the pushing on associated with friction.

[0025] The embodiment shown in FIG. 3 corresponds here to a variant inwhich two concentrically arranged friction ring sets are used. With thisvariant the spring force of the coupling rod and respectively of therotary coupling element connected to it can be increased in a desiredfashion. On the other hand, the desired spring travel can be defined byselecting the number of friction rings. Further variants with, in eachcase, just one friction ring set in both directions of movement (springdirections) or with more than two concentrically arranged friction ringsets in both directions of movement can be implemented in the same way.Further variants are obtained by not providing a complete set offriction elements for each spring direction but alternatively usingdual-action friction rings.

[0026] Overall, the desired spring characteristic curve can thus be setin a variable way in a universal casing by selecting the type and numberof friction rings, it being possible to act on the availableinstallation space in a variable fashion in each case by the arrangementof the friction rings (concentric or non-concentric, with a singleaction or dual action). This variability which is achieved is veryuseful because different spring characteristic curves which areappropriately adjusted for different vehicles are necessary owing tochanges in the geometry and the mass distribution of the vehicle. Forexample, a spring characteristic curve may be required in which thefinal force is increased with a greater spring travel. On the otherhand, for a different application case it may be necessary for the finalforce to be reduced with a longer spring travel. All the combinations ofspring travel in relation to final force can thus be implemented, i.e.the invention permits these different requirements which are specificfor respective application cases to be met in a cost-saving way.

[0027] To prestress the friction rings it is possible to use slottedfriction rings or an additional helical spring. The slotted frictionrings are friction rings which are not closed in the circumferentialdirection but are rather slotted. The helical spring would be arrangedcentrically on both sides around the push/pull rod 11 in the spacebetween the push/pull rod 11 and the inner friction rings (friction ringset 23) in the axial direction.

[0028]FIG. 4 shows a plan view of a rail vehicle with an alternativedesign. In contrast to the bogie 1 according to FIGS. 1 and 2, in thebogie 26 coupling rods 6′, 7′, 27 and 28 are in turn arranged spacedapart with respect to the transverse direction of the vehicle as rotarycoupling elements between the bogie 26 and car body. The coupling rods6′ and 7′ are conventional dampers here with which the aimed-for dampingis achieved. The desired spring stiffness is implemented by means ofknown spring elements 27, 28 such as helical springs, plate springs orthe like. These coupling rods 6′, 7′, 27, 28 are in turn coupled tobrackets of the car body by means of the first mounting devices on theone hand and to the transverse carrier of the vehicle frame by means ofsecond mounting devices on the other.

[0029]FIG. 5 illustrates a section through a coupling rod of a secondembodiment. This coupling rod 27, which can be used instead of thecoupling rod 6, 7 with their friction rings, is hydraulically active andhas an outer casing 30, a pull casing 31, a push casing 32, a fluidcasing 33 and a push/pull rod 34 with piston 35. The inner space whichis bounded by the fluid casing 33 and piston base is filled with fluid36 which can be compressed within certain limits. A low-viscositysilicone or a high-viscosity rubber may be used as the fluid 36. Thearticulated attachment devices on the push/pull rod and casing, whichattachment devices are suitable for mounting on the bogie and car body,are embodied as in FIG. 3. This coupling rod thus in turn implementsdamping and spring stiffness in a single structural element.

List of Reference Numerals

[0030] 1 Bogie 2 Transverse carrier of the bogie frame 3 Spring element4 Shaft 5 Wheel 6 Coupling rod 7 Coupling rod 8 First mounting device 9Bracket of car body 10 Second mounting device 11 Push/pull rod 12 Sleeve13 First frame end 14 Second frame end 15 Rod guiding means 16 Firstattachment device 17 Second attachment device 18 Push/pull element 19First outer friction ring set 20 First inner friction ring set 21Intermediate sleeve 22 Second outer friction ring set 23 Second innerfriction ring set 24 Intermediate sleeve 25 Movement space 26 Bogie 27Coupling rod (spring element) 28 Coupling rod (spring element) 29Hydraulically acting coupling rod 30 Outer casing 31 Pull casing 32 Pushcasing 33 Fluid casing 34 Push/pull rod 35 Piston 36 Fluid

1. A rail vehicle with a car body and at least one bogie which ismounted so as to be capable of rotating about a vertical axis ofrotation, rotary coupling elements being provided between the bogie andcar body, characterized in that at least two coupling rods (6, 7, 6′,7′, 27, 28, 29, 40, 41) which are arranged at a distance from oneanother in the transverse direction of the vehicle and which have apredefined spring stiffness and damping as rotary coupling elementsbetween the bogie (1, 26) and car body are provided.
 2. The rail vehicleas claimed in claim 1, characterized in that the predefined springstiffness and the damping of the rotary coupling elements areimplemented (FIG. 4) by means of separate components (6′, 7′, 27, 28).3. The rail vehicle as claimed in claim 1 and/or 2, characterized inthat the coupling rods (6, 7, 6′, 7′, 27, 28, 29) are attached, in eachcase in an articulated fashion, to the brackets (9) of the car body onthe one hand and to a transverse carrier (2) of the bogie frame on theother.
 4. The rail vehicle as claimed in one of the preceding claims,characterized in that a coupling rod (6, 7) has a universal casing whichis made up of a sleeve (12) and frame ends (13, 14) at the ends, whichuniversal casing guides a push/pull rod (11), at least one friction ringset, which can be actuated by means of a push/pull element (18) of thepush/pull rod (11), being mounted within the universal casing.
 5. Therail vehicle as claimed in claim 4, characterized by at least onedual-action friction ring set.
 6. The rail vehicle as claimed in claim4, characterized by at least two friction ring sets which are eachsingle-action friction ring sets.
 7. The rail vehicle as claimed inclaim 5 or 6, characterized by at least two concentrically arrangedfriction ring sets (19, 20, 22, 23).
 8. The rail vehicle as claimed inone of claims 4 to 7, characterized by a helical spring for prestressingthe friction rings.
 9. The rail vehicle as claimed in one of claims 4 to7, characterized by slotted friction rings for prestressing the frictionrings.
 10. The rail vehicle as claimed in claim 1, characterized in thathydraulically acting coupling rods (29) are used.
 11. The rail vehicleas claimed in claim 10, characterized by coupling rods (29) with a fluid(36) which can be compressed within certain limits and which is locatedin an interior space which is bounded by a fluid casing (33) and apiston (35) of a push/pull rod (34).